Steam-supply means for cylinders of railway-locomotives



, S. H. LEWIS.

STEAM SUPPLY MEANS FOR CYLINDERS 0F RAILWAY LOCOIVIOTIVES.

APPLICATION FILED JULY 20, I9I8.

S. H. LEWIS.

STEAM SUPPLY MEANS FOR CYLINDERS or RAILWAY LocolvloTwEs.v

APPLICATION HLED JULY 20,1918- Patented Nov. 1, 1921.

S. H. LEWIS.

STEAM SUPPLY MEANS FOR CYLINDERS 0F RAILWAY LOCOMOTIVES.

APPLICATION FILED JULY 20,1918.

1 ,395,648. Patented Nov. 1, 1921.

4 SHEETS-SHEET 3- ,F371 y (1.0K.

MII-791,

S. H. LEWIS.

STEAM SUPPLY MEANS FOR CYLI-NDERS 0F HAILWAY'LOCOMOTIVES.

APPLICATION FILED IuLY 20,1918.

1,395,648. PaIenIeaNov. 1,1921.

4 SHEETSSHEET 4.

(2% MAM `UNITED STATES PATENT OFFICE.

SAMUEL H. LEWIS, 0F RICHMOND, VIRGINIA.

STEAM-SUPPLY MEANS FOR CYLINDERS 0F RAILWAY-LOCOMOTIVES.

Application led July 20,

To all whom t may concern:

Be it known that I, SAMUEL I-I. IiEwIs, a citizen of the United States, residing at Richmond, in the county of Henrico and State of Virginia, have invented certain new and useful Improvements in Steam-Supply Means for Cylinders of Railway-Locomotives, of which the following is a specification.

My invention relates to fluid pressure operated apparatus, for supplying steam to the cylinder or cylinders of a railway locomotive, when the main supply of steam'is cut olf therefrom, and the engine is driftingby gravity or inertia.

As is well known, railway locomotives are frequently operated with superheated steam, which is heated to a temperature of about 600 F. This high temperature steam heats lthe walls of the cylinders of the engine to a high temperature, so that the oil is burned er dashed, upon the introduction of air, smoke box gases and cinders, into the cylinder or cylinders. This air, gas and cinders are `drawn into the cylinder or cylinders, when the main supply of steam is cut off, and the engine is traveling or drifting above a comparatively low speed, as partial vacuums are then ordinarily created within the cylinders. It is obvious that the intake of air and the like into the cylinders may be prevented by the presence of a suitable amount of steam in such cylinders, when the main supply is cut off and the engine is drifting.

An important object of the invention is to provide automatic means, in no way actu* ated by vacuums within the cylinders of the locomotive, to supply steam to the cylinders so that vacuums cannot be produced therein.

A further object of the invention is to provide automatic means to open the steam valve, which supplies the drifting steam to the cylinders, and'retain the same permanently open, duringthe travel of the locomotive above a predetermined speed, and to cause the steam valve to close when the locomotive slows down to a predetermined speed, and to retain the same closed when the locomotive travels below this speed, or is sta` tionary.

A` further object of the invention is to provide means whereby the speed of the locomotive at which the steam valve opens and Closes may be Seleive .thiugh .adjustment Specification o1* Letters Patent.

Patented N 0V. 1, 1921.

191s. serial No. 245,936.

of the relative volumes of the pressure chamber or" the control apparatus and that of the inclosed space between the pressure chamber and the piston of the steam valve.

A further object of the invention is to provide means to avoid the condensation of steam, in substantial amounts, in the drifting steam supply pipe, when the valve thereof has remained closed for a substantial period by means of a short conduit between the source of steam supply and the steam valve.

A further object of the invention is to provide means whereby the cylinders of a locomotive will be automatically supplied with steam when the locomotive is drifting at speeds which would cause the creation of vacuums and automatically cut off from the supply of steam sufficiently early to permit of the locomotive coming to a stop with no steamV remaining in the cylinders.

A further object ofthe invention is to provide apparatus of the above mentioned characterLwhich is of simplified construction, and is adapted to be installed upon railway locomotives of the ordinary type, without materially altering the construction thereof.

Other objects and advantages of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification, and in which like numerals are employed to designate like parts throughout the same,

Figure l is a side elevation of apparatus embodying my invention, showing the same applied to a railway locomotive,

Fig. 2 is an enlarged central vertical sectional view through the control apparatus, parts being shown in elevation,

Fig. 3 is an edge elevation of the body portion of the control apparatus, taken at a right angle, to Fig. 2, with parts omitted,

Fig. 4 is a horizontal sectional view taken on line 4 4 of Fig. 3, with parts omitted, and.

Fig. 5 is a central vertical sectional view through a steam valve and associated means, parts in elevation.

Fig. 6 is a fragmentary view, showing a section of the chamber 17 and connected parts provided with a tube 21 of larger volume than the tube show-n in Fig. 2.

In the drawings, wherein for the purpose of .illustration ie shown a preferred. embodi- Vao ment of my invention, the numeral 10 designates a railway locomotive of any well known or preferred type. This locomotive embodies a steam turret 11, as shown. The numeral 12 designates the cylinders of .the locomotive, each of which is provided with the usual steam chest 13, for connection with a vsteam supply `pipe\14. There are two steam supply pipes 14, one for each cylinder, as is well known, which are connected with the superheater. The steam chest 13 has the usual distribution valve operated by a radius rod 15 .or the like.

Attention being called more particularly to Figs. 1, 2, 3 and 4, it will be seen that the numeral 16 designates a control apparatus, as a whole, comprising a pressure chamber 17, which is preferably cylindrical, and vertically arranged; The control apparatus is rigidly connected with a horizontal arm 18, which is rigidly secured to a bracket 19,A attached to the guide yoke of the locomotive or 'other suitable part thereof.

At its upper end, the chamber 17 has a screw-threaded opening 20, receiving the lower screw-threaded end of a volume regulating tube 21, the upper end 22 of which is closed. It is obvious that by the employment of a tube 21 of a different length, the

volume of the chamber 17 maybe changed or regulated. s

The numeral 23 designates a partition or wall, rforming a chamber 24 having Vat its upper endk a vertical opening 25, in communication with a pressure supply pipe 26.v as shown. This pressure supply pipe 26 leads to a tank 27, containing compressed air or other fluid pressure. At its lower end, the chamber 24 has communication with the chamber 17, through the medium of a vertical port 28. At the upper end of the port 28 is a valve seat 29, engaged by a vertically movable valve 30, carried by a vertical depending stem 31. This stem projects through a depending guide tube 32 and a stuffing box 33. A sliding sleeve 34 is apertured for the reception o't the stein 3l and is arranged within the lower end ot' guide tube 32. Thev lower-portion of the stem 31 has a transverse opening' for the reception of a pin 35, contacting with the sliding sleeve 34. A compressible coil spring 36 surrounds the stem 31 and is confined between the endV of the sleeve 34 and a gland 37, projecting into the stufling box 33.`

Arranged within the lowerportion of the chamber 17 is a raised portion 38, having a vertical port 39,' in communication with a receiver pipev 40, as shown. At the upper end of the port 39 is a valve seat 41engaged by'- a vertically movable valve 42, secured to a depending' vertical valve stem 43. This valve stem'extends through a tubular guide 44,y andstuiing box 45. Surrounding the lowerpor-tion of the. stem, 43 is ak sliding sleeve 46, mounted to reciprocate within the lower portion of the tubular guide 44. The lower end of the stem 43V has a transverse opening formed therein for the reception of a pin 47, as shown.V A compressible coil spring 48 surrounds an portion of' the stem 43, and is confined between the sleeve 46 and a gland 49. f

Meansare provided to alternately raise the stem 31 and 43, for opening the valves carried thereby, such -meanscomprising a swinging arm 50, provided at its upper end with a head 51, having an opening 52 formed therein, to pivotally receive a pin 53. This pin is carried by depending supports 54, rigidly secured to the lower end of the depending tubular guides. Atk its upper end,

Vthe swinging arm 50 is provided with lateral extensions 55, having screwLthrea-ded openings for the reception of set screws 56 or the like. Then the arm 50 is in the vertical position, the screws 56 are both slightly spaced from the lower endsof the valve stems, whereby both valves are closed, and when the arm 50 is swung in either direction the corresponding valve stem, is elevated and Y the valve unse'ated. However, both valves cannot be open at the same time. i

Pivotally connected withthe lower end of the arm 50 is a link 57, which ispivoted to the radius rod 15, or other movable part of the locomotive;

The receiver Vpipe 40 which leads into'thc vertical. port 39 is alsoconnected with fluid pressure operated apparatus, comprisingl a vertical cylinder k58, provided near its upper end with a port 59, leading to the atmosphere. Y

Mounted, to reciprocate within' the cylinder 58is an ordinary movable piston 60. This piston fits within the cylinder 58 in a manner to permit of the slight escape of fluid pressure between it and the wall of the cyl' inder,.whereby this fluidv pressure may pass to the atmosphere through'the port 59, but

the escape of fluid pressure is not suflicient" to preventthe fluid pressure introduced into the lower endof the cylinder'58 from ele vating the piston 60, in the proper operation of the apparatus. lThe piston 60 has a vertical stem 61 connected therewith. The volume of thel receiver pipe 40 and cylinder 58 is suitably proportioned to the volume of the chamber 17, whereby the valves 30` and 42 preferably open a vnumber of times before the pressure in the receiver' pipe is sufficient to raise the piston for opening the steam valve, to be described. Further, the valvesr30 and 42 must be alternately opened with sufficient speed to overcome the loss of pressure dueto leakage through the port 59 to the atmosphere, and maintain a -Y pressure suiiciently high to, holdthe piston elevated. VIt is thus seen `that Ethe piston will be elevated and retained elevated, when thespeedof.r the. locomotive exceeds apredetermined degree, whereby the steam sup ply valve is retained permanently open during such operation.

The numeral 62 designates a drifting supply pipe, the forward end of which is connected with branch pipes 63, by means of a T-coupling 64. These branch pipes lead into the steam supply pipes 14. It is to be understood that the invention is in no sense restricted to this precise construction, as it is obvious that the forward end of the pipe 62 may be connected in the steam passage between the main throttle valve and the locomotive cylinders. The pipe 62 has its opposite end suitably connected with the steam turret 11, but it is to be understood that this pipe may be connected with any other suitable source of steam supply.

Connected in the pipe 62 is a valve structure including the casing 65, provided with a valve seat 66, having its opening covered and uncovered by a vertically movable valve 67. The valve 67 is moved downwardly by a compressible coil spring 68 and also by the fluid pressure upon the unbalanced area of the upper end of the valve stem 61, to which the valve 67 is rigidly secured. The stem 61 operates within a guide 69. lAny steam passing from the casing 65 about the stem 61 through the guide 69, discharges to the atmosphere through the port 59. The pressure in the receiver ipe 40 and cylinder 58 will reach a higher egree more rapidly, by the pressure in chamber 17 equalizing therein, for the same number of openings of valves 30 and 42 in a given time, if the volume of chamber 17 is enlarged in proportion to the volume of receiverl pipe 40 and cylinder 58. From this it is thought to be obvious that steam valve 67 will open at lower speeds of the locomotive by thus varying these relative volumes and will not open until the locomotive attains higher speeds if the volume of chamber 17 is decreased.

The operation of the apparatus is as follows When the locomotive is traveling with the main throttle valve partly or wholly 'open the steam is supplied to the cylinders 12 through the steam pipes 14, as is well known. The reciprocatory movement of the v,rod 15 swings the arm 5() to alternately open one valve 30 and close the other valve 42. When the rear valve 30 is open, compressed air passes from the tank 27 through pipe 26 into, the pressure chamber 17, but cannotpass therefrom as the forward valve 42 is closed. When the forward valve 42 Vis open the rear valve 30 is closed, whereby the fluid pressure within the chamber 17 discharges into the receiver pipe 40 and the lower end of the cylinder 58. This introduction of pressure within the cylinder 58, when it rises to a required degree, causes the piston 60 to raise, thereby opening the valve 67. The fluid pressure can slightly escape around the piston 60, but the pressure is intermittently supplied from the chamber 17, sufficiently rapidly, when the locomotive is traveling above a predetermined speed, to retain the piston elevated and the valve 67 permanently open, and the steam from the turret 11 passing through the pipe 62 will discharge into the steam pipes 14, and hence into the cylinders 12. The steam is fed through the pipe 62 into the cylinders 12 when the throttle is closed, in proper amounts to prevent the formation of vacuums therein. This prevention of the formation of vacuums within the cylinders and the exclusion of air and the like therefrom prevents the destruction of the lubricant. The steam also serves to lubricate the cylinders. Particular attention is called to the fact that the opening or closing of the valve 67 is in no way dependent upon the creation of vacuum within the cylinders, as by the employment of my apparatus, it is impossible for vacuums to occur.

When the speed of the locomotive becomes lower than is required to maintain fluid pressure in the receiver pipe 40 and cylinder 58 at the degree required to hold piston 60 and valve 67 elevated, the piston 60 will be forced downward by the spring 68 and the action of the steam upon the unbalanced area of the upper end of the valve stem 61, and the valve 67 will be seated. This cuts oil the supply of steam through the pipe 62 to the cylinders. When the locomotive comes to a stop, one or both of the valves 30 and 42 are closed, thereby entirely cutting off supply of fluid pressure to the cylinder 58 beneath the piston 60.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same, and that various changes in the shape, size, and arrangement of vparts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.v

Having thus described my invention, I claim:

1. In apparatus for supplying steam to the cylinder or cylinders of a railway .locomotive while moif'ing, a fluid pressure motor having a slow leak therein, said motor being' free from communication with the cylinder or cylinders of the locomotive so that its operation is not effected by the change of pressure in the cylinder or cylinders, means to supply steam to the cylinder or cylinders operated by the iluid pressure motor, a pressure chamber to supply fluid pressure to the motor, and means to control the inlet and outlet of fluid pressure to and from the chamber, said control means having positive connection with a movable part of the isstanding.

A when the speed locomotive Ato operate in unison therewith, the motor being adapted to be set into action when the speed of the locomotive reaches a predetermined point and to become idle when the speed is below such predetermined point and when the locomotive 2. In apparatus for supplying steam to the cylinder or cylinders of a railway locomotive while moving', a fluid pressure motor having a slow leak therein, said motor being free from communication with the cylinderor cylinders of the locomotive so that Vits operation is not effected by the change of pressure in the cylinder or cylinders, means to supply steam to the cylinder or cylinders and operated by the fluid pressureinotor, a pressure chamber to supply fluid pressure to the motor and connected at all times therewith, and means to control the inlet and outlet of fluid pressure to and i'roin the chamber, said control means having positive connection with a movable part of the locomotive to be operated in unison therewith so that the volume of fluid pressure suplied to the motor increases in accordance with the speed of the locomotive, the motor being thereby adapted to be set in action when the speed of the locomotive reaches a predetermined point and to become idle is below such predetermined point and when the locomotiveis standing.

y3. n apparatus for supplying` steam to the cylinder or cylinders oica railway locomotive while moving, a fluid pressure motor yfree from communication with the cylinder orcylinders whereby its operation is not cylinder or cylinders,

effected by the change in pressure within the said flu' d pressure motor having means for exhausting,- therefrom a portion of the fluid pressure supplied thereto, said motor being' set into'action when the fluid pressure therein reaches a predetermined point, a pressure chamber to supply fluid pressure to the motor, and means to control the inlet and outlet of fluid pressuretoand from the chamber, said control means being,` positively connected with a movable part of the locomotive to operate in unison therewith, wliereby'motor V,is adapted to be set into action when the speed of the locomotive reaches a pi'edetermined point and'to become idle when the speed is below such predetermined pointVY and when the .locomotive is standing.

l. In apparatus for supplyiimsteam to the cylinder or cylinders of ra railway locomotive while movingga fluid pressure motor free from communication with the cylinder or cylinders whereby its operation is not effected bythe change in pressure within the cylinder or cylinders, said fluid pressure motor having means associated therewith .whereby fluid pressure 4may gradually ex- 'action when'the flow of fluid lpressure therethrough reaches a predetermined point, and means to intermittently supply 'fluid pressure to the motor, said supplylmeans-being positively connected Vwitlra movable part of the locomotive to operatein unison therewith. Y 1 Q 5. ln apparatus for supplyingy steam to the cylinder or cylinders Ofajrailway locomotive while moving, a yuid pressure motor, means to supplysteam to the cylinder Vor cylinders and operated by theV fluid pressure motoinsaid fluid pressure motor being set into action when the fluid pressure therein reaches la predetermined point,ja pressure chamber to supply fluid pressure to the motor, means having' positiveconnection with a movable part of Vthe locomotive to be oper- Y ated thereby to control the inlet and outlet Y el? iluid pressure to and from the chamber, and means to vary .the :volume ofthe pressure chamber. Y Y y 6. ln apparatus of the character, described, a yconduit `to supply steam tol the cylinder or cylinders of a locomotive, aV valve to control the passage of steam through the conduit, a pressure'chambenan inlet valve for the pressure chamber, an outlet valve Ytor the :pressure chamber, pressure operating means receivingpressure fromthe chamberV upon theopening ofthe outlet valve adapted to be actuated when the rpressure reaches a given degree therein connected with the first namedlvalve theV conduit to operate it, and amovable member adapted to alternately open tlie'inlet and outlet valves and incapable or" simultaneously opening tliesameand positively connected with a movable'vpart of the locomotive to be operated thereby.V Y Y Y 7. ln apparatus ofV the character described, aj conduit i to l supply f steam, Vto the cylinder or cylinders offa railway ilocomotive, a valve connected in the conduit to Vcontrol the passage of steam tliroughthe iis' sure tothe pressure chamber, an outlet valveYK 'to control the dischargrerof fluid pressure Y `from the pressurechamberto the feed conduit, and a movable member adaptedV to alternately open the .inlet and` outlet valves and incapable .of simultaneously openingV the same, said i movable Amember being positively eonnectedwith a movable part ofthe locomotive to be Vdriven thereby.

8. Inl apparatus Voifthev character ydescribed,a conduit tosupply steam tothe cylinder or cylinders of a railway locomotive, a valve connected in the conduit to control the passage of steam through the same, a cylinder arranged near the conduit, a piston mounted to reciprocate within the cylinder and connected with the valve to move the same, a feed conduit connected with the cylinder, a pressure chamber connected with the feed conduit, an inlet valve to control 'the passage of fluid pressure to the pressure chamber, an outlet valve to control the exhaust of duid pressure from the chamber, valve stems connected with the inlet and outlet valves, springs to move the valve stems in one direction to seat the inlet and outlet valves, a member pivoted near and between the inlet and outlet valve stems and having elements to alternately contact with the valve stems so that the member is capable of alternately opening the inlet and outlet valves and incapable of opening the same simultaneously, said member being positively connected at all times with a movable part ot the locomotive to be oscillated thereby.

9. ln apparatus of the character deseribed, a conduit adapted to supply steam to the cylinder or cylinders of the locomotive, a valve connected in the conduit to control the passage or steam therethrough, a cylinder arranged near the valve and having an exhaust port leading to the atmosphere, a piston mounted to reciprocate within the cylinder and so constructed that fluid pressure is allowed to slightly escape between it and the wall of the cylinder to pass through the exhaust port, a feed conduit connected with the cylinder upon the opposite Side ot the piston to the exhaust port, a. pressure chamber having connection with the feed conduit, an inlet valve for the pressure chamber, an outlet valve for the pressure chamber, valve stems connected with the inlet and voutlet valves, yielding means to normally retain the inlet and outlet valves seated, a pivoted member arranged to alternately contact with the valve stems and adapted to alternately open the inlet and outlet valves but incapable of simultaneously opening them, and means positively connecting the member at al1 times with a movable part of the locomotive to drive the same.

l0. ln apparatus for supplying steam to the cylinder or cylinders of a railway locomotive while moving, a fluid pressure motor, means operated by the fluid pressure motor to supply Steam to the cylinder or cylinders, said fluid pressure motor being set into action when the fluid pressure therein reaches a predetermined point, a pressure chamber to supply fluid pressure to the motor, means having positive connection with a movable part of the locomotive to be operated thereby to control the inlet and outletoi liuid pressure to and from the chamber, and means to regulate the volume of fluid pressure supplied to the motor upon a complete cycle of operation of the last named means.

ll. In apparatus for supplying steam to the cylinder or cylinders of steam locomotives while in motion, a fluid pressure m0' tor having a slow leak therein, whereby said motor is only actuated when a predetermined amount of fluid pressure is admitted thereto, means operated by the fluid ressure motor to supply steam to the cylinder or cylinders, a source of fluid pressure sup- I. ply, and means for supplying fluid pressure from said source of supply to said motor, said means comprising a chamber, a conduit connecting said chamber and said source of luid pressure supply, a conduit connecting said chamber and said Huid pressure motor, inlet valve to control the passage of fluid pressure to the chamber, an outlet valve to control the discharge of Huid pressure from the chamber to the conduit connecting said chamber and said motor and a movable member adapted to open the inlet and outlet valves and capable of simultaneously opening the same, said movable member being positively connected with a movable part of the locomotive to be driven thereby.

ln testimony whereof I ailix my signature in presence of two witnesses.

SAMUEL H. LEWIS.

llitnesses C. L. PARKER, JAMES L. CRAWFORDI 

